Carbureter



W. W. WEEKS.

CARBURETER.

APPLICATION man JuLYs. 1919.

Patented Aug. 2, 1921.

Z SHEETS-SHEET l.

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W. W. WEEKS.

CARBURETER.

APPLICATloN H'LED 1uLY3.1919.

Patented Aug. 2, 1921.

2 SHEETS-SHEET 2.

FIGB.

FlEiFh Fuss.

` v INVETTOR,

UNITED STATES PATENT OFFICE..

WILLIAM W. WEEKS, 0F BROOKLYN, NEW Y-ORK, ASSIGNOROF ONELHALF- TO HAROLDW. SHONNARD, OF

UPPER MONTCLAIR, NEW JERSEY.

CARBURETER.

Specification of Letters Patent.

Patented Aug. 2, 1921.

Application led .Tuly 3, 1919. Serial No. 308,422.

To aZZwwm t may concern;

Be it known that I, WILLIAM W. WEnKs, residing at Brooklyn, in the county of Klngs and State of New York, a citizen of the stantially directflow and in the proportions required for the ultimate combustion, fromthesources of supply through the carbu'reter tothe engine cylinder.

Internal-combustion engines are widely used on boats, on automobiles,and on aircraft, as well as in stationary installations, and they haveto meet, land to operate efficiently under, widely varying condltions.

There is the matter of the density of the atmosphere, which varieswidely through the range of practicable elevation above sea level; thereis the matter of hygrometric condition of the a-ir, through rain andsunshine; and the matter of temperature, with diurnal and seasonalfluctuation; there are conditions of Awind and tide and heavy roads. Allthese are beyond the control of the driver of the engine; and, inaddition to them, there are the matters of heavy loads and light, and ofhigh speed and low, to all of which the engine must be adaptable.

My invention is directed to two chiefly: efficient atomization of thethe air and thorough mingling of air and fuel, and an air intake socontrolled that it will readily aldapt itself to the immediateconditions o f service and may be manually matters, fuel by adjusted tomeet general changes in atmo spheric conditions.

In the accompanying drawings Figure l is a view in vertical and medialsection of a oarbureter somewhat diagrammatically arranged, whichembodies my invention; Fig.- 2 is a -view on the same plane of a portiononly ofthe same apparatus, showing certain of the component elements inother positions, to which, as conditions require, they may be shifted.Figs. 3 and 4 are plan views of a certain valve and of a grid, incoperation with which the valve functions. ese parts are here showndetached, al#

though certain immediately associated parts are indicated. Fig. 5 is aplan View, and to larger scale than the other figures, of a certain shimwhich enters into the construction, For the sake of clearness, theunderlying associated parts are indicated in this drawing also. Fig. 6is a view in side elevation of the entire carbureter. l

The casing of the carbureter is conveniently made up of two parts, l and'2, essentially cylindrical in shape, united by yscrew-threadedengagement, and standing,

when in service, in the vertical position shown. Into the lower part lof the casing lead an air inlet 3 and a fuel inlet 4, and from the uppermunication is immediate, as the shape of the casting indicates, with themanifold, through which the explosive mixture passes to the enginecylinder.

direct particular attention, first, to the construction and arrangementof the nozzle through which' fuel passes to the carbureter.

. The fuel in liquid form (hydrocarbon oil,

for example, of the particular composition and gravity termed gasolene)passes from a suitable source of supply (suchv as the tank shown, inwhich with the aid of a supply valve controlled by the float 5 aconstant level is maintained) through the lead 4 to the tube 6. Tube 6is axially arranged and rises vertically in the cylindricalspace madecontinuous in the union of casing parts l and 2. The diameter of thetube', uniform throughout the greater part of its length, is,`at theupperend, greatly increased, forming a shallow circular enlargement ofthe bore, walled about by the rim 7. Upon this rim 7 (which is the upperedge of tube 6) restsl a shim 10, and upon shim 10 rests a cap 9, thewhole being secured and tightly clamped by a screw 8, entering thescrewthreaded bore of tube 6. In the body of Screw 8 are drilled twopassageways, the one extending axially upward through the seated screw,and the other extending transversely and completing communicationlthrough the seated screw from the bore of tube 6. below to the shallowenlargement of the boreabove. The shim 10, essentially circular, is cutaway in sector-shaped cuts, as clearly shown in Fig. 5.

lVththe fuel nozzle so constructed and arranged, it will be observedthat the liquid l', rising under sufficient' head-in tube 6,

part 2 of the casing cotnthrough narrow slots sweeps across the `grid12; its

enters-a constrictedi'passageway, and emerges from the head of thenozzle radially,

which extend in\ a broken circumferencein a planotransverse to thelength of the cylindrical casing. This nozzle stands centrally in avertically d isposed cylindrical passageway through which (subject tothe control presently to be described) a stream of'air flows upward. Itwill be observed that this rising stream slot/s of the fuel nozzle, in adirection at an angle to their extent, and thatl the fuel flows from thenozzle in a direction approximately of the stream 'of air.` The sweepofthe stream across the orifice of the fuel no zzle, the fuel supplybeing properly' maintained, effects the atomization of the fuel, and theatomized fuel is carried forward,;it'will be observed, in the center ofa vertically flow-V ing stream. As the stream flows on the desiredmixing is effected.

come nowto describe, next, the control of the flowing'streams of air andof fuel. Across the cylindrical chamber, conveniently secured betweenthe parts 1 and 2 of the casing, is a partition, which convenientlytakes the form of an upwardly tapering, essentially conical, grid 12. ltis a grid, in that it is provided with a plurality' of sector shapedopenings 13 with intervening sector shaped webs 12, a construction whichwill be clearly understood on comparing Figs. 1 and 4. This gridsubdivides the stream of air, just as the shim 10 subdivides the streamof fuel.

When the parts are assembled, the sector shaped cuts in shim 1G and thesector shaped openings in grid 12 stand in vertical alinement.

Between the fuel nozzle and the grid is arranged a rotary valve 14,controlling at once the ports of the fuel nozzle and the openings of thegrid. lts upper-surface conforms to the lower surface of the conicallower surface is provided with a cylindrical area 1G which over-lies theedge of the shim 10 and the ports of the fuel nozzle; and it is providedwith sector shaped ports 15, arranged and proportioned to correspondwith the cuts 11 in shim 10 and with the openings 13 in grid 12.Conveniently, this valve member is provided with a flange or apron whichextends over the inner face of the cylindrical casing for a substantialdistance on the intake side of grid 12, overlyingr a slot 18 in thecasting Fig. 6). Through that slot a studv or pin 17 extends from valve14, and this stud is accessible from the outside to rotate the valve tothe particular position desired.

The port arrangement is conveniently that shown in Figs. 5,4, and B,rlhe sector shaped cuts and openings may be of any desired nmnber; thedrawing shows three,

transverse to the flowv p vmay take place; while,

positions, the partial openings of fuel ports y10 and spaces 13 of grid12 completely, both fuel and air are completely cutoff when the valve isso shifted thatits ports 15 are in fuel register with cuts 11 and spaces13, the freest possible flow Aboth of fuel and of air in allintermediate and airports are proportionate in degree. In all degreesof'opening the stream of air, subdivided, for purposes of control, inpassing the partition, into sector shaped divisions, sweeps the-orificeof the axially arranged fuel nozzle, and so sweeping'this orificeeffects the desired atomization. rThe atomized fuel is` as has been saidcarried on in the middle of the vertically rising stream, and as thestream flows on the desired mixing isefected.

This feature is present in my improved carbureter, and is found in themember 19, here formed as an air valve (relatively movable, as willpresently be described) within the passageway beyond the fuel nozzle ltscharacteristics will be sufficiently understood. on inspection of thedrawings; the bore of this air valve gradually diminishes, in

proper longitudinal curvature, from that of the unobstructed passagewayto the desired minimum, and then gradually enlarges again.

First of all, it is'to be remarked that the air passageways through thegrid 12 (the effective areas of which may be varied or` predetermined bythe position of valve 14), exceed in their maximum extent the extremeneeds of service. The chamber in which the valve 19 (which as clearlyappears in the drawings is a Venturi tube) is arranged in a verticallyarranged cylindrical casing, and accordingly said Venturi tube will,when free to do so, rest of its own weight in its lowest permissibleposition.

The tapering and longitudinally curving surface of the Venturi tube andthe tapering surface of the, grid coperate as the drawings show, and tothis end: when said Venturi tube responds completely to gravity it restsonor near the surface of the grid, and in this position it chokes orobstructs in greatest degree (it never completely covers) the effectivearea of the air passageways through the grid; and, as it'rises from thislower-most position, the effective area of the `air passagewaysproportionately increases.

And it should be carefully noted in this connection that, while the airpassageways are so variable in effective area, the Venturi tube hasnoeffect upon the fuel passage- Ways 11, to effect any variation in themwhatever. (Thus the valve function of the Venturi tube is distinguishedfrom that of the valve 14.)

The Venturi tube rises from its lowermost position when the differencein pressure at its upper and lower ends (due to the suction of theengine) exceeds a certain critical amount, of which its weight is themeasure, and the degree of rise will be proportionate to the intensityof the suction effect.

In still further degree I adapt this f1oating Venturi tube to the widelyvarying conditions of service, by making adjustable its range ofmovement, and bringing the adjustment in this respect under the controlof the operator. Referring again particularly to Figs. l and 2, it willbe observed that the Venturi tube 19 slides within a bushing 22, itsmovement relative thereto being limited by pins 21 which protrude fromthe Venturi tube into slots in the bushing, while the bushing itself ismovable longitudinally within the casing. This movement of the bushing22 within the casing is under adjustment and.control: an oblique slot 24is formed through the casing wall itself (cf. F ig. 6) and through thisslot extends a pin 23 from bushing 22. As piny 23 is movedlongitudinally in slot 24, bushing 22 is moved longitudinally of thecasing, and the range within which the Venturi tube 19 is movableautomatically as described, is adjusted relatively to grid 12.

Both'these adjustments (of valve 14 by means of pin 17, and of range ofVenturi tube movement by means of pin 23) 'are made 'subject to theinstant control of the operator. When for instance the installation ofthe engine is in an automobile, levers are provided, under the hand o flthe driver when in his seat, by means of one of which he can shiftvalve 14, and by means of the other he can shift sleeve 22. Iffuelsupply be insufficient to develop power required, hc will shift valve14; if air supply be insufficient, owing to moisture in the atmosphere,he will shift sleeve 22, while the automatic movement already describedof the floating Venturi` tube will make correction of the supplyof airrelative to the supply of fuel at any given position of the valve 14.

When. starting the engine, if the power required be relatively small,the fuel valve 14) is set at relatively small opening, and the Venturitube at or near the high limit of its range. If on theother hand thepower required be relatively great, the fuel valve will be set withrelatively large opening and the Venturi tube at or near the low limitof its range. Under either condition, the fuel valve having beenappropriately adjusted, the automatic functioning of the Venturi tube-zle centrally arranged Venturi tube, in response to motor suction, willproportion the ratio of mixture (air to fuel) as may be required to meetchanges in speed, due to such as up or down grade travel, withoutalteration in the positionv of the fuel valve.

required to meet changes in conditions, the fuel valve will be readjusted laccordingly. In the structure shown in the drawings a fuel valve14 Fig. 2, solel in control ofthe fuel and jointly with Venturi tube 19in control of the air,is located between said Venturi tube and the fueljet. When this is moved toward the closed position the fuel and air arelikewise cut off in direct proportion, but the area of the ports in saidvalve are of such dimensions as to admit excess air. in proportion tofuel in any position. Therefore, owing to unabated suction createdwithin the carbureter (due to the momentum of the vehicle running underthe previous fuel adjustment) the Venturi tube will momentarily retainits position of suspension, admitting excess air relatively to thereduced amount of fuel now flowing and creating a weakened or dilutemixture. The effect of this will be a ,reduction in speed andcorrespondingly of motor` suction, and the Venturi tube will fall,yuntil a ratio of mixture of maximum energy for the amount and quality offuel fiowing is again established; and, inasmuch as the Venturi tubewill so respond to every change in motor suction, said valve will indescending progressively diminish the excess air passing through thevalve 14, and will find its final position at a point to afford the mosteffective combustion.

To meet changes in atmospheric conditions the range within which theVenturi tube may lioat is raised o`r lowered by means of the lever 23.in slot 24, Fig. 6, as required.

Av further feature of the action of the Venturi tube is to be noted.This occurs when rapid increase of speed is desired, involving of coursea corresponding increase in power., The valve 14 is suddenly opened;then, because of the inertia of the vehicle, the motor suction isinsufficient to immediately further elevate the Venturi tube. The firsteffect is theproduction of a mixture rich in fuel, a consequent abnormalrise in power and a rapid` advance in speed; increased speed at onceexpresses itself in increased motor suction, and this in turn raises theVenturi tube. The ultimate effect then is the re'e'stablishment of anormal mixture, but with increase in volume.

l claim as my inventionc 1. In a carbureter for an internal-combustionengine, the combination of an air passageway, a grid with a ing setathwart said passageway, a fuel nozwithin said passage- But, 4ifincreased power is sector-shaped opensaid grid and way and provided withan aperture extending in an are of a circle transversely of thepassageway, and a rotary valve controlling at once the opening in saidgrid and the aperture in said-nozzle, the arrangement being such vthatthe stream of air as it flows through the valve orifice sweeps theaperture ofthe fuel nozzle, substantially as described.

2. In a carbureter for an internal-combus tion engine, the combinationof an air passageway adapted at its end to be brought into connectionwith an engine, a grip arranged athwart 'said passageway, a fuel nozzlearranged within said passageway and provided with apertures extendingtransversely of the grid openings and adiacent the grid openings,whereby the stream of air in passing through said openings sweeps thefuel apertures7 and a floating kQVenturi tube arranged within saidpassageway and above forming part of the passageway, the said Venturitube constitutingv a valve for the apertures in said grid, substantiallyas described.

3. In a carbureter for an internat-combustion engine, `the combinationof an air passageway adapted to be brought into communication with anengine, a conical upwardly taperinggrid arranged athwart saidpassageway, a fuel nozzle with apertures extending transversely of saidpassageway arranged centrally within said passageway and adapted to beswept by the stream of air as it passes said grid, a rotary valvecontrolling at once the openings in said grid and ing effect as aclosure,

the apertures in said nozzle, and a ioating Venturi tube arranged aboveand movable above said grid and cooperating with said grid andy"constituting a movable closure above the openings of said grid ofdiminishof said openings inwardly, the movement of the .Venturi tubeeffecting change in the ratio of volumetric delivery of air and of fuel,substantially as described;

4. In a carbureter for an internal-combustion engine, `the combinationof a passageway adapted at its" end to be brought into communicationwith an engine, a conical tapering grid arranged athwart saidpassageway, a fuel nozzle centrally arranged within said passageway andadapted to be swept by the air stream in its passage through the grid, afloating and longitudinally movable Venturi tube arranged within saidpassageway above said grid and constituting with respect to the openingsin said grid a valve of diminishing effect from the periphery of thegrid inwardly, means for limiting the range through which said Venturitube may move longitudinally, and means for adjusting the limiting meanslast mentioned, substantially, as described.

In testimony my hand.

whereof I have hereunto set WM. w. WEEKS.

`Witnesses CHARLES F. STRATMANN, CHARLES LAEMMLE, J r.

from the outer ends

